Automatic air control for internal-combustion engines



June 2, 1925.

R. G. WIARD AUTOMATIC AIR CONTROL FOR INTERNAL COMBUSTION ENGINES Filed June 19, 1922 Patented June 2, 1925.

UNITED STATES 1,540,153 PATENT OFFICE.

ROBERT G. W'IARD, 0F YISILANTI, MICHIGAN, ASSIGNOR 0F ONE-THIRD TO JAMES A. BENT AND ONE-THIRD T0 OLIVER A. HANKINSON, BOTH OF YPSILANTI, MICHIGAN.

AUTOMATIC AIR CONTROL FOR INTERNAL-COMBUSTION ENGINES.

Application filed June 19, 1922. Serial No. 569,360.

To all whom it may concern:

Be it known that I, ROBERT G. WIARD, a citizen of the United States of America, residing at Ypsilanti, in the county of iVashtenaw and State of Michigan, have invented certain new and useful Improvements in Automatic Air Controls for Internal Combustion Engines, of which the following s a specification, reference being had therein to the accompanying drawings.

The invention relates to an automatic air control for internal combustion engines and refers particularly to a device adapted to be operatively connected to the intake passage of an internal combustion engine to admit a supply of auxiliary air thereto.

' The invention has for one of its objects the provision of an auxiliary air control device having a valve' controlled passage in communication with the intake passage, the valve being so arranged in the device that it is on the pressure side of its seat instead of on the suction side whereby suction in the intake passage will tend to close the valve. Another object is the provision of a thermostat controlled by the heat of the engine for opening the valve. Still another object is the proportioning of the auxiliary air" passage, the valve controlling the same and the thermostat so that the suction in the engine intake passage when it is approximately the maximum will close the valve against the pressure exerted by the thermostat. A further object is the provision of a novel and simple form of adjustment for the valve. Still further objects of the invention reside in the novel features of construction and combinations and arrangements of parts as more fully hereinafter set forth.

In the drawings: 7

Figure 1 is a side elevation partly in section of a construction embodying my invention;

Figure 2 is a longitudinal section through the air control device on the line 2-2 of Figure 1;

Figure 3 is a rear sectional elevation thereof on the line 3-3 of Figure 2.

1 is the intake manifold of an internal combustion engine, 2 the radiator, and 3 the vacuum tank. 4 is a T fitting extending laterally from the intake manifold and communicating therewith, the pipe 5 leading to the vacuum tank connecting into the end of this fitting. 6 is the auxiliary air control device mounted upon the T fitting 4 and communicating with the intake manifold -1 therethrough.

This auxiliary air control device comprises the support 7 having the lateral enlargement 8 at one end terminating in the nipple 9 threadedly secured to the lateral extension of the T fitting 4. This nipple has the auxiliary air passage 10 extending axially therethrough and terminating at its outer and in a conical seat 11 adapted to be engaged by the valve 12. 13 is a transverse passage adapted to communicate with the passage 10 at its outer end. 14 is, a nut upon the threaded stem 15 of the valve and provided with slots in its opposite sides engaged by the bifurcations 16' at the free en of a thermostatic blade 16. This blade extends substantially parallel to the base of the support 7 and is secured to the enlarged end thereof opposite the end provided with the nipple. The threaded stem 15 is preferably provided with a transverse slot in its outer end for engagement by a'suitable tool such as a screw driver for rotating the same relative to the nut 14. For holding the threaded stem in its position of adjustment relative to the nut, there is the jamb nut 17 threadedly engaging the outer end of the threaded stem and adapted to abut the outer end of the nut 14. This jamb nut is preferably provided with slots in its opposite sides for engagement by a suitable bifurcated tool for rotating the same. 18 is a housing suitably shaped to receive the support, which latter is secured therein by means of the screws 19 threadedly engaging the enlargement 8 of the support and clamping the sides of the housing thereagainst. The auxiliary air control device is secured to the T fitting with the secured end of the thermostatic blade up ermost and with the open side of the housing facing toward the engine whereby heat of the engine will more readily aflfect the thermostatic blade.

For the purpose of admitting vapor to the intake manifold through'the T fitting in the event that any vapor forms in the radiator, I have provided the pipe 20 leading from the upper end of the radiator and preferably the filler neck 21 thereof to the transverse passage 13 of the auxiliary air control device.

In operation, assuming the valve 12 to be in closed position-and the en 'ne to be running with the throttle open eyond idling position, the valve will be automatically opened by the thermostat as the heat of the pressure exerted by the thermostat closes the valve and shuts ofl the supply of auxiliary air. Varying the time of operation of the valve, by varying the position and tension of the vthermostatic blade is readily accomplished by adjusting the valve stem in the-nut to which the blade is secured.

From the above description, it will be seen that I have provided a simple form of auxiliary air control for an internal combustion engine in whichthe suction within the intake manifold operates to close the valve while the thermostat operates to open the valve whereby the operation of the device under varying conditions is more constant or dependable. Furthermore, with this type of device in which the auxiliary air passage is restricted, it has been found that the operation of the vacuum tank is not materially affected.

What I claim as my invention is:

1. The combination with the intake passage for an internal combustion engine, of an auxiliary air control device having a restricted passage in communication with said intake passage, avalve adapted to move in the direction of the air flowing through said restricted passage'to close the same, and a thermostat controlled by the heat of the engine for automatically opening said valve, the proportions of the restricted passage, valve, and thermostat being such that the suction within said intake passage when approximately at the maximum closes said valve.

2. An auxiliary air supply device adaptable for attachment to an internal combustion engine intake manifold comprising a member having a cylindrical bore therein provided at one end with a conical valve seat, said member havin also a pair of restrictedpassageways lea ing from said bore, one of said passageways leading to said manifold and the other serving as an auxiliary air supply conduit, a valve slidable in said rovided with a conicylindrical bore and cal tip engageable with said seat, a thermostatic blade secured to said member and conne ted to said valve, said blade being so proportioned with respect to said restricted passages and said valves as to open said valve under normal operating conditions of the engine andto allow the same to be closed when the engine is either cold or idling.

3. An auxiliary air supply device adaptable for attachment to an internal combustion engine intake manifold comprising a member having a bore therein, and a pair of restricted passageways leading from said bore, one of said passageways leading to said manifold and the other serving as an.

auxiliary air supply conduit, a valve slidably supported in the bore of said member, a support extending transversely of said member, a thermostatic blade secured to said support at one end and engaging said valve at the other, and a casing enclosing said fitting and sup ort, said casing bein open on the engine side to allow the heat 0 the engine to effect said thermostatic blade.

In testimony whereof I aifix my signature.

ROBERT o. WIARD.

Witness H. R. Hams. 

